Apparatus for the control of highway-crossing signals.



H. A. WALLACE. APPARATUS FOR THE comm or HIGHWAY CROSSSNG SIGNALS.

APPUCATIUN FILED MAR. 27, 915- l- 9 1 9'? ,69 1'. Patented Sept. 12, 1916.

4 SHEETS-SHEET l.

l 2 r: WITNESSES |NVENTOR ca -14W H. A. WALLACE,

APPARATUS FOR THE CONTROL 0F HIGHWAY CROSSING SIGNALS.

APPLICATION FILED MAR. 2? i915.

Patented Sept. 12, 1916.

4 SHEETS-3HEET 2.

H. A. WALLACE. APPARATUS FOR THE comm or HIGHWAY caossme SIGNALS.

APPUCATION FILED MAR- 2?;1'915.

l 1 97,691 Patented Sept. 12, 1916.

4 SHEETSSHEET 3.

"TROLLEY wnizs H. A, WALLACE.

APPARATUS 5-08 THE CONTROL OF HIGHWAY CROSSING SIGNALS.

APPLICATION FILED MAR. 27. L915.

Patent-edSept. 12, 1916.

4 SHEETS-SHEET 4.

JNVENTOLR STATES Pa r a; sort-ton.

n'nnnnn'r A. WALLACE, or PITTSBURGH, rrzn'nsrnvama, ASSIGNOB are THE with swrron & SIGNAL COMPANY, PENNSYLVANIA.

0F SWISSVALE, PENNSYLVANIA, A CDRPOBATION OF APPARATUS FOR CONTROL OF HIGHWAY-GROSSING SIGNALS.

To all whom it may concern Be it" known that I, HERBERT A. WAL- LACE, a citizen of the United States, residing at Pittsburgh, in the county of Alle- I will describe one form of signal controlling appa'ratus embodying my invention, and will then point out the novel features thereof in claims; I 1 In the accompanying drawings, Figure 1 is a diagrammatic view showing one form and arrangement of apparatus and circuits embodying my invention. Figs. 2, 3 and t are views similar to Fig. 1 but showing the effect onthe apparatus of the presence of a car or train at several points.

Similar reference characters refer to similarparts in each of-the several views.

One feature of my invention is the provision of ashort middle track section adja cent the highway and two short=outlying track sections located one in each direction from the highway, and relays connected with the track'sections and so arranged in their control ofa crossing signal that when a car or train approaching the highway from either direction enters the outlying track section the signal is caused to begin to indicate the approach of the car or train the indication continuing until the car or train enters the middle track section when the indication is caused to cease, and that sections located one in each direction fromv the'highway and at a considerable distance therefrom. The distance ,of track sections B and C fromthe highway are determined by the distance from the highway at which Specification of Letters Patent.

Patented Sept. 12,

Application filed March 27, 1915. Serial No. 17,31 33.

it is desired that the operation of the big way signal should he started by an approaching car or train. As here shown, these track sections, B, C and D are formed by insulations 11 in one of the lines of rails,

' although it is understood that the track sections may be formed in any suitable manner. As here shown, propulsion current is conducted around the short insulated rail por tions of the track sections by means of bonds 10 and by the other line of rails.

The track sections B, C and D are connected with suitable sources of signal controlling current. As here shown these sources are resistances R, R and R connected between the trolley wire and the track rails, from which resistances taps are taken at suitable points according to the voltage desirech bu't I do not wish to be limited to this particular kind of source of current For example, one terminal of resistance it is connected with the trolley wire, the other terminal with the continuous track rail of-section B by wire 17, and a suitable point in the resistance is connected withinsula-ted rail length d of section B by wire 15; Resistances R and R are similarly connected with track sections D and C respectively.

I and I are interlocking relays each of which may for example be of a type such as is shown in United States Letters Patent No."799,452, gm ted to W. WV. Coleman on September 12, 1;)5, although I do not wish to be limited to this specific type of relay. The interlocking relay I comprises two relay magnets E and F and an interlocking pawl 12. Similarly, relay 1 comprises two relay magnets G and H and an interlocking pawl '12. The operation. of interlocking relays of the type here shown is well understood, and' need not .be explained in detail herein. The armature for each relay magnet comprises a back contact a which closes when the corresponding relay magnet is deenergized regardless of, whether or not the corresponding armature is locked by the pawl 12. The armature of each relay magnet E and H also actuates a back contact, 6 which is so constructed as to be open or closed when the corresponding relay mageach magnet "alsoceni as a front Contact 13 or 14:, which contacts are so constructed asto remain closed or to open when the corresponding magnet is deenergized according [to whether or not the armature 1s locked by thepawl 12. Magnets and (r are provided with back contacts a which contacts are so constructed as to remain open or to close when the corresponding magnet is deenergized, according to whether or not the armature is locked by pawl 12.

Relay magnet E is connected with the track rails of'section B, the connection as here shown being accomplished by connecting the terminals of the magnet with wires 15 and 17. The normal or holding cir' jcuit for magnet E is: fronl resistance R ,through wires 15 and 19, magnet E, wire 20, contact 13, wires 21 and 17 to the continuous track rail. It will be seen that this arrangement of connecting the source of current and the magnet it with the track rails is the equivalent of using one pair of conductors between the source and the track rails, and another and independent pair of conductors between the magnet and the track rails; that is, with the connections shown, a car bridging the rails of section B will shunt the current from the magnet E thereby dei nergizing this magnet. It will also be seen that the normal br holding circuit which I have just traced for magnet E 'is .a stick circuit because it includes contact 13, and that therefore when the magnet is deenergized it cannot be again picked up by this circuit alone. In order to provide for energizing the magnet, I connect. arou'nd contact 13 a shunt which includes .baclgcontaste of magnet F, the shunt being-Avire 22, contact a, and wire 16. This shunt combiued with the holding circuit liereinbefore traced (omitting contact 13 and wire 21) formsa picl -up circuit whichserves to 25 and 32, magnet F, wire 33, contact 1 wires 34, 28, 29 and 24: to continuous rail and resistance R. The pick-up circuit for this magnet is the same as the holding circuit, substituting for contact let-and wires 34: and 28, a shunt circuit comprising wire 35, contact aof magnet E and wire 18. The circuits for magnet G are similar to those just explained for magnet F. a

S isa highway crossing signal which may be of any suitable type; as here shown this signal is an electric men, and receives current from a resistance R connected between the trolley wire and the continuous track rail although any source of current may be used. The circuit for this bell is controlled by book contacts I; and may be traced as follows: from a suitable point on resistance B, through wire 37, back contact I) of magnet H, wires 38 and 39, bell S, wires- 40, 31

and 24; to the continuous track rail. This circuit is provided with a branch around the back contact 71 of magnet H, which branch comprises wire 42, back contact 1') of magnet E and wire -11. Itwillbe seen that the two contacts 7) are in parallel in this bell circuit and that therefore the bellSwill be energized when either of the back contacts Z) is closed.

Referring now particularly to Figs. 2, 3 and l, I will explain the operation of the apparatus.

In Fig. 2, a car or train \V moving in the direction indicated by the arrow has just entered track section 0, thereby denergizing relay magnet H. Since the armature of thls magnet is not locked by the pawl 12, its back contact 6 closes, thereby closing the circuit of bell S which then begins to ring to indicate the approach of a car or train. lVhen the car or train 1V passes ofi of section 0 the shunt around magnet H is opened, but magnet H remains deenergized because its circuit is open at contact 13, and because the shunt around this contact is open at contact a of magnet G. The bell S therefore continues to ring while the car or train is passing from section C to section D.

Referrmg now to F ig. 3, when the car or train W reaches track section D it doenergizes relay magnets F and G. The armature of magnet F opens to the full extent, because itis not restrictedby pawl 12, but the armature of magnet G can open only slightly because it is locked by pawl 12. This opening of the latter armature is sullicient to close contact a but is not sutlicient to open contact ll. The closing of contact c closes the pick-up circuit through relay magnet H whose armature then closes, thereby opening contact so that bell S ceases to ring. After magnet H. has thus closed, it will remain closed even after contact (1. opens, because its own holding circuit is closed at its contact \Vhen the car or train passes oil' from section D thereby removing the shunt around magnets F and G, magnet G becomes at once energized because its contact let had not. opened; but magnet F remainsdeiinergized because its circuit is open at contact 14 of its own an mature and because the shunt around this contact is open at contact (a of magnet E.

Referring now to Fig. at, when the car or train W reaches section B it deenergizes magnet E; but since the armature of mag net F is already open,

thereby tilting the pawl 12, the armature of magnet E can open only slightly, but this opening. is not suflicient to close back contact I), so the circuit of vll S is not closed and consequently the hell does not ring. The movement of the armature of magnet E is however, sufficient to close contact a of this armature,= and this Wsitions in which they are shown in opened. The parts of the a s ,paratus due to the passage of a car or train 11 the other direction is similar to that just explained; hence it need not be traced in detall herein.

Back contacts care provided for purposes of safety,

as Ishall now explain. Referring particularly to Fig. 1, suppose that due to grounds or a cross between wires, or any other abnormal cause, relays F and G are deenergized, so that back contacts a are closed and the armatures of relays E and H are locked by pawls 12. Then the bell S is energized by the following circuit: from a wires 37 and 41, back contact a of crossing the railway,

in each direction from the highway through relay G, wires 50 suitable point on resistance R wire 51, back contact 0 of relay F,

and 39, bell S, Wires 40, 31 and 24 to the continuous track rail. Bell S therefore rings regardless of the approach of trains. f contact a were not provided, the hell would," of course, not be 0 rated when re-- lays F and G are deenergized. Then, if a train approached from either side and deenergized either relay E or H, back contact 6 could not close, because the armatures of relays E andH are locked by pawls 12. Consequently the bell would remain silent andfail to give the desired protection.

Although I have herein shown and described; only oneformand arrangement of apparatus and circuits embodying my invention, it is understood that various changes and modifications may be made therein within the sec of the appended claims" without departing from the spirit and scope of m invention.

' Having thus ascribed my invention, what claim is:

1. In combination, a railway, a highwa a warning signal a jacent the intersection of the two a short middle track section adjacent the highway, two short outlying track sections located one and each separated from the middle sectronby an intermediate stretch of track, sources of nected with the I current connected with'the middle section and each outlying section, two relays one connectoi with each outlying section, means controlled by either relay when affected by a car or train on the corresponding section approaching the highway for causing the signal to operate and. for causing the relay to continue in its affected condition while the car or train occupies the adjacent intermediate stretch, means controlled by the entrance of the train upon the middle track section for restoring said relay to its original condition whereby the signal ceases to operate, and means also controlled by the train upon the middle section for rendering the other relay ineffective to cause operation of the signal when affected by the car or -train receding from the highway.

2. In combination, a railway, a highwa crossingthe railway, a warning signal a jacent the intersection of the two, a short middle track section adjacent the highway, two short outlying track sections located one in each direction from the highway and each separated from the middle section by an intermediate stretch of track, sources of current connected with the middle section and each outlying section, four magnets two of which are connected with the two outlying sections respectively and the other two with the middle section, means controlled by the magnet for either outlying section when affected by a car or train on such section approaching the highway for causing operation of the signal and for causing said magnet to continue in its affected condition while'the car or train passes'through the adjacent intermediate stretch, means controlled by one of the magnets associated with the middle section when affected by the .car or'train on said Section for restoring the magnet first-affected to its tion whereby ceases, and means controlled by the other magnet associated with the middle section when affected by the car or train vfor rendering the magnet for the remaining outlying 0 section ineffective to cause operatlon of the signal when affected by the car ceding from the highway.

or train re- 3. A highway crossing signal for railways comprising a middle track section located adjacent the highway, two outlying track sections one located in each direction from the middle section, a source of current connected with the rails of each track section, two interlocking relays each comprising two magnets, one magnet of one relay being contrack rails of one outlying section and one magnet of the other relay being connected with the track rails of the other outlying section, and the remaining magnet of each relaybeing connected with the track rails of the middle section, a front armaturecontact controlled by each magnet original condi-' the operation of the signal which contact remains closed when the magnet is denergizcd if the armature is looked, a back armature contact controlled by each magnet which contact closes when the magnet is de'nergized whether or not the armature is locked, the circuit for each magnet including the said front-contact of the mag net and the said back contact of the other magnet of the same relay connected in shunt, an armature contact for each of the magnets connected with the outlying track sections, a signaling device controlled by either of said last-mentioned contacts, each of said last-mentioned contacts being operative to cause the signaling device to give a warning indication when the magnet is deiinergized if the armature is unlocked butnot if the arn'iature is locked.

it. A highway crossing signal for railways comprising a signaling device adjacent the highway, a short track section adjacent the highway, two short outlying track sections located one in each direction from the highway, a stretch of track intermediate each outlying section and said middle section,

fected by the entrance upon the correspond-' ing section of a train approaching the highway to cause the signaling device to indicate the approach of the train and to continue to indicate the approach of the train as the train passes through said intermediate stretch of track, means controlled by one of the relays connected with the middle section when affected by the entrance of the train upon that section for causing the signaling device to cease indicating the approach of the train, and means controlled by the other relay connected with the middle section when affected by the entrance of the said train upon that section for rendering the relay connected with the remaining section ineffective in its control of the signaling device when allected by the entrance of the said train'upon the said remaining section.

5. In combination, arailvay track, a highway crossing the railway, a middle track section located adjacent the highway, two outlying track sections, one located in each direction from the middle section, a source of signal-controlling current connected with the railsof each track section; two interlocking relays each comprising two magnets, one magnet of one relay being connected with the track rails of one outlying section, one magnet of the other relay being connected with the track rails of the other outlying section, and the remaining magnet of each relay being connected with the track rails of the middle section. a front contact of each magnet included in the circuit of the magnet, which contact is closed or open when the magnet is deenergized according as the armature is locked or unlocked, a

backcontact for each magnet which closes at all times when the magnet isdenergized, a shunt-connection around the front contact of each magnet and including the said back contact of the other magnet of the same relay, a signaling device controlled by either of said Lrst-mentioncd contacts, each of said last-mentioned contacts being operative to cause thesignaling device to give a warning indication when the magnet is deiinergized if the'armature is unlocked but not-if the armature is locked.

6. In combination; a railway track, a highway crossing the railway, a highway signal, a middle track section located adjacent the highway, two outlying track; sections, one located in each direction from the highway, two interlocking relays each comprising two magnets, the armature of each magnet including a front contact which is closed or open when the magnet isdenen gized according as the armature is locked'or unlocked, and the armature of each magnet including also a back contact which closes when the magnet is deiinergized whether or not the armature is locked, sources-of cur? rent, a holding circuit for each magnet each including a source of current and the,said front contact of the corresponding magnet, a shunt around the said front contact of each magnet which shunt includes the said back contact of the other magnet of the same relay; means controlled by the presence of a car or train in one outlying track section for shunting one magnet of one relay, means controlled by the presence of a car or train in the other outlying track section for shunting one magnet of the other relay, and means controlled by the presence of a car or train in the middle track section for shunting the two remaining magnets; a second back contact included in the armature of each of the two magnets controlled from the outlying sections each of which contacts is open .or closed when its magnet is denergized according as the armature is locked or not locked, and a circuit for the said highway signal including the two last-mentioned back contacts in parallel and a source of current.

7. In combination, a railway track, a highway crossing the railway, a middle track section "located adjacent the highway, two outlying track sections one located in each direction from the middle section, a source of current connected with therails of each track section, two interlocking relays each comprising two magnets, one mag-,

net of one relay being connected with the track rails of one out ying section and one magnet of the'other relay being connected with the track rails of the other outlying section, and the remaining magnet of each relay being connected-with the track rails of the middle section, a front armature contact controlled by each magnet which contact remains closed when the magnet is deenergized if the armature is locked, a back armature contact controlled by each magnet which contact closes when the magnet is-deenergized whether or not the armature is locked, a circuit for each magnet including the said front contact of the magnet and the saidback contact of the other magnet of the same relay connected in shunt a signaling device controlled by either of said last-mentioned contacts, each of said last-mentioned contacts being operative to cause the signaling device to give a warning indication when the magnet is deenergized if thearmature is unlocked but not if the armature is looked.

8. In combination, a railway track, a highway crossing the railway, a. highway signal, a short track section adjacent the highway, two short outlying track sections located one in each direction from the high- Way, a stretch of track intermediate each outlying section and said section adjacent the highWay,-sources of current connected with the track sections, four magnets two of which are connected respectively with the two outlying track sections and the other two of which are connected with the middle section; means controlled 'by the magnet connected with either. outlying section when shunted by a car or train on that section approaching the highway to cause the signal to indicate the approach of the car or train while said train passes through said outlying section and said intermediate stretch of track, means controlled by one of the magnets connected with the'middle section when car or train receding for causing the signal to cease indicating the approach of the car or train, and means controlled by the other magnet connected with the middle section when shunted by the said car or train for rendering the magnet connected with the remaining outlying section ineffective in its control of the signal when shunted by the presence of the said car or train uponthe said remaining section.

9. In combination, a railway, a highway crossing the railway, a warning signal adja-. cent the intersection of thetwo, a'short middle track section adjacent the highway, two short outlying track sections located one in each direction from the highwa-y'and each separated from the middle section by an intermediate stretch of track, sources of current connected with the middle section and each outlying section, two magnets one connected with each outlying section, means controlled by either magnet when affected by a car or train approaching the highway for causing operation of the signal while the car or train occupies the corresponding outlying section and the adjacent intermediate stretch 0t track, means controlled by the car or train on the middle track section for causing the signal to cease operation, and means controlled also by the car or train on the middle section for rendering the other magnet ineffective to cause operation of the signal when affected by the from the highway.

. In testimony whereof I afiix my signature in presence of two witnesses,

HERBERT A. WALLACE.

Witnesses:

ALBERT C. NoLTn, CHARLES H. LAY. 

